Braking force controller and vehicle

ABSTRACT

A braking force controller causes a first actuator unit to generate a target jerk when the target jerk is equal to or larger than a first jerk, causes the first actuator unit to generate the first jerk and a second actuator unit to generate a jerk obtained by subtracting the first jerk from the target jerk as an additional jerk when the target jerk is smaller than the first jerk and equal to or larger than the sum of the first jerk and a second jerk, and causes the first actuator unit to generate the first jerk and the second actuator unit to generate the second jerk as the additional jerk when the target jerk is smaller than the sum of the first jerk and the second jerk.

INCORPORATION BY REFERENCE

The present application is a continuation application of U.S.Application No. 16/743,666, filed Jan. 15, 2020, and claims priority toJapanese Patent Application No. 20194/28622, filed on Feb. 20, 2019. Theentire contents of the above-identified applications are incorporatedherein by reference in their entirety.

BACKGROUND 1. Technical Field

The disclosure relates to a braking force controller mounted on avehicle and configured to control a braking force of the vehicle. Thedisclosure also relates to a vehicle.

2. Description of Related Art

Various technologies are proposed in order to improve ride comfort oroperation feel in vehicles. For example, Japanese Unexamined PatentApplication Publication No. 10-280990 (JP 10-280990 A) discloses a fuelcut controller configured such that, when a vehicle is decelerated andwhen a Mel cut is prohibited in order to prevent deterioration of acatalyst at its high temperature, compensation is made for adeceleration force by an alternator, an air conditioner, a brake, a gearshill, and the like so as to obtain an expected deceleration force.Japanese Unexamined Patent Application Publication No. 2006-297994 (JP2006-297994 A) discloses a vehicle integrated controller configured suchthat a control target determined based on a user's operation amount isallocated between a drive system and a control system depending on anallocation ratio and a stabilization system is caused to performcorrection processing by transmitting the unallocated control target toeliminate the need for the stabilization system to synchronize allocatedvalues of the control target, thereby reducing a delay and improving aresponse to the operation.

In various types of control, there is proposed control using a physicalquantity called jerk. A jerk j is a third derivative of a position x interms of a time t (j=d³x/dt³), and the units for its magnitude are, forexample, meter per cubic second (m/s³), As understood from thisdefinition, the jerk is the change rate of an acceleration. If theabsolute value of a jerk generated in a vehicle or an operation machineis relatively large, the direction and the magnitude of a force appliedto each portion change abruptly. Therefore, the vehicle or the operationmachine is shocked due to, for example, an impact between components.Japanese Unexamined. Patent Application Publication No. 2004-137702 (JP2004-137702 A) discloses an actuator controller for an operationmachine, which is configured such that a jerk is estimated based on atarget speed calculated in response to an operation input to an actuatorof the operation machine and, when the estimated jerk is larger than apredetermined value, the target speed is corrected so that the jerk isequal to or smaller than the predetermined value to suppress a shock tobe caused by a sudden motion of the operation machine, thereby avoidingfailure and a decrease in operation stability.

SUMMARY

In order to achieve dynamic and sporty ride comfort in the vehicle, itis desirable to provide an appropriate deceleration feel to a user in,for example, a coasting state in which the user depresses neither anaccelerator pedal nor a brake pedal after the user stops depressing theaccelerator pedal.

Factors in the appropriate deceleration feel include not only areduction in a negative acceleration under the assumption that thetraveling direction of the vehicle is defined as a positive direction(an increase in the absolute value of the acceleration in a deceleratingdirection of the vehicle) but also a reduction in a negative jerk underthe assumption that the traveling direction of the vehicle is defined asthe positive direction (a quick increase in the absolute value of theacceleration in the decelerating direction of the vehicle). Therefore,the appropriate deceleration feel may be achieved by reducing thenegative jerk. If a machine provided in the vehicle is shocked due tothe negative jerk, the shock may be transmitted to the user todeteriorate the ride comfort.

The disclosure provides a braking force controller and a vehicle inwhich a shock can be suppressed while providing an appropriatedeceleration feel in a coasting state of the vehicle.

A first aspect of the disclosure relates to a braking force controller.The braking force controller is provided for a vehicle including adifferential gear, a first actuator unit configured to generate abraking force in the vehicle by transmitting a force to a wheel via thedifferential gear, and a second actuator unit configured to generate abraking force in the vehicle by transmitting a force to the wheelwithout intervention of the differential gear. The braking forcecontroller is configured to control the braking forces to be generatedin the vehicle in a coasting state in which an operation amount of anaccelerator pedal changes to 0 from a value other than 0 and anoperation amount of a brake pedal is 0. The braking force controllerincludes a processor. The processor is configured to: calculate a targetjerk to be generated to obtain the braking forces, the target jerk beinga target value of a jerk that is negative when a traveling direction ofthe vehicle is defined as a positive direction; calculate a first jerkthat causes no shock in the differential gear when the first jerk isgenerated by the first actuator unit, the first jerk being a minimumjerk when the traveling direction of the vehicle is defined as thepositive direction; calculate a second jerk generable by the secondactuator unit, the second jerk being a minimum jerk when the travelingdirection of the vehicle is defined as the positive direction; andcontrol the first actuator unit and the second actuator unit to generatejerks at a start of the coasting state, The processor is configured to:i) cause the first actuator unit to generate the target jerk when thetarget jerk is equal to or larger than the first jerk; ii) cause thefirst actuator unit to generate the first jerk and the second actuatorunit to generate a jerk obtained by subtracting the first jerk from thetarget jerk as an additional jerk when the target jerk is smaller thanthe first jerk and equal to or larger than a. sum of the first jerk andthe second jerk; and iii) cause the first actuator unit to generate thefirst jerk and the second actuator unit to generate the second jerk asthe additional jerk When the target jerk is smaller than the sum of thefirst jerk and the second jerk.

In the first aspect, the processor may be configured to calculate thetarget jerk based on a vehicle speed.

In the first aspect, the processor may be configured to calculate thetarget jerk based on at least One of a drive mode and a road gradient.The drive mode indicates a traveling characteristic specified by a user.

In the first aspect, the first actuator unit may include at least anengine. The processor may be configured to calculate the first jerkbased on at least a temperature of a coolant of the engine.

In the first aspect, the first actuator unit may include at least atransmission. The processor may be configured to calculate the firstjerk based on at least a neat ratio of the transmission.

In the first aspect, the second actuator unit may include an in-wheelmotor. The processor may be configured to calculate the second jerk.based on at least one of a charging rate of a battery and a temperatureof the in-wheel motor. The battery is charged by regenerated power ofthe in-wheel motor.

In the first aspect, the second actuator unit may include a servicebrake. The processor may be configured to calculate the second jerkbased on a temperature of a friction material of the service brake.

In the first aspect, the second actuator unit may include an in-wheelmotor and a service brake, The processor may be configured to: calculatea third jerk generable by the in-wheel motor, the third jerk being aminimum jerk when the traveling direction of the vehicle is defined asthe positive direction; cause the in-wheel motor to generate theadditional jerk when the additional jerk is equal to or larger than thethird jerk; cause the in-wheel motor to generate the third jerk when theadditional jerk is smaller than the third jerk; and cause the servicebrake to generate a jerk obtained by subtracting the third jerk from theadditional jerk.

In the first aspect, the second actuator unit may include a servicebrake. The service brake may be configured such that: a resistance threeto the operation amount of the brake pedal in a case where the brakingforce is generated at a start of operation has a characteristicdifferent from a characteristic of a resistance force to the operationamount of the brake pedal in a case where the braking force is notgenerated at the start of the operation. The processor may be configuredto measure a foot transfer time ranging from the start of the coastingstate by the user to the start of the operation of the brake pedal bythe user, and determine, based on the measured foot transfer time, aperiod in which the jerk is generated by using the service brake.

A second aspect of the disclosure relates to a vehicle. The vehicleincludes: a differential gear; a first actuator unit configured togenerate a braking force in the vehicle by transmitting a force to awheel via the differential gear; a second actuator unit configured togenerate a braking force in the vehicle by transmitting a force to thewheel without intervention of the differential gear, and a braking forcecontroller configured to control the braking forces to be generated inthe vehicle in a coasting state in which an operation amount of anaccelerator pedal changes to 0 from a value other than 0 and anoperation amount of a brake pedal is 0. The braking force controller isconfigured to: calculate a target jerk to be generated to obtain thebraking forces, the target jerk being a target value of a jerk that isnegative when a traveling direction of the vehicle is defined as apositive direction; calculate a first jerk that causes no shock in thedifferential gear when the first jerk is generated by the first actuatorunit, the first jerk being a minimum jerk when the traveling directionof the vehicle is defined as the positive direction, calculate a secondjerk generable by the second actuator unit, the second jerk being aminimum jerk when the traveling direction of the vehicle is defined asthe positive direction; and control the first actuator unit and thesecond actuator unit to generate jerks at a start of the coasting state.The braking force controller is configured to i) cause the firstactuator unit to generate the target jerk. When the target jerk is equalto or larger than the first jerk: ii) cause the first actuator unit togenerate the first jerk and the second actuator unit to generate a jerkobtained by subtracting the first jerk from the target jerk as anadditional jerk when the target jerk is smaller than the first jerk andequal to or larger than a sum of the first jerk and the second jerk; andiii) cause the first: actuator unit to generate the first jerk and thesecond actuator unit to generate the second jerk as the additional jerkwhen the target jerk is smaller than the sum of the first jerk and thesecond jerk.

In the second aspect, the braking force controller may be configured tocalculate the target jerk based on a vehicle speed.

In the second aspect, the braking, force controller may be configured tocalculate the target jerk based on at least one of a drive mode and aroad gradient. The drive mode indicates a traveling characteristicspecified by a user.

In the second aspect, the first actuator unit may include at least anengine. The braking force controller may be configured to calculate thefirst jerk based on at least a temperature of a coolant of the engine.

In the second aspect, the first actuator unit may include at least atransmission. The braking force controller may be configured tocalculate the first jerk based on at least a gear ratio of thetransmission.

in the second aspect, the second actuator unit may include an in-wheelmotor. The braking force controller may be configured to calculate thesecond jerk based on at least one of a charging rate of a battery and atemperature of the in-wheel motor. The battery is charged by regeneratedpower of the in-wheel motor.

In the second aspect, the second actuator unit may include a servicebrake, The braking three controller may be configured to calculate thesecond jerk based on a temperature of a friction material of the servicebrake.

In the second aspect, the second actuator unit may include an in-wheelmotor and a service brake. The braking force controller may beconfigured to: calculate a third jerk venerable by the in-wheel motor,the third jerk being a minimum jerk when the traveling, direction of thevehicle is defined as the positive direction; cause the in-wheel motorto generate the additional jerk when the additional jerk is equal to orlarger than the third jerk; cause the in-wheel motor to generate thethird jerk when the additional jerk is smaller than the third jerk; and.cause the service brake to generate a jerk obtained by subtracting thethird jerk from the additional jerk.

In the second aspect, the second actuator unit may include a servicebrake. The service brake may be configured such that a resistance forceto the operation amount of the brake pedal in a case where the brakingforce is generated at a start of operation has a characteristicdifferent from a characteristic of a resistance force to the operationamount of the brake pedal in a case where the braking force is notgenerated at the start of the operation. The braking force controllermay, be configured to measure a foot transfer time ranging from thestart of the coasting state by the user to the start of the operation ofthe brake pedal by the user, and determine, based on the measured foottransfer time, a period in which the jerk is generated by using theservice brake.

According to the disclosure, it is possible to provide the braking forcecontroller in which the shock can be suppressed while providing theappropriate deceleration feel in the coasting state of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

Features, advantages, and technical and industrial significance ofexemplary embodiments of the disclosure will be described below withreference to the accompanying drawings, m which like numerals denotelike elements, and wherein:

FIG. 1 is a diagram illustrating a main configuration of a vehicleaccording to each embodiment of the disclosure;

FIG. 2 is a diagram illustrating functional blocks of a braking forcecontroller according to each embodiment of the disclosure;

FIG. 3 is a flowchart illustrating processing according to eachembodiment of the disclosure;

FIG. 4 is a diagram illustrating an example of a map of a target jerkaccording to each embodiment of the disclosure;

FIG. 5 is a diagram illustrating an example of the nap of the targetjerk according to each embodiment of the disclosure;

FIG. 6 is a diagram illustrating an example of the map of the targetjerk according to each embodiment of the disclosure;

FIG. 7 is a diagram illustrating how gear rattling occurs;

FIG. 8 is a diagram illustrating an example of a map of a first jerkaccording to each embodiment of the disclosure;

FIG. 9 is a diagram illustrating an example of the map of the first jerkaccording to each embodiment of the disclosure;

FIG. 10 is a diagram illustrating an example of a map of a second jerkaccording to each embodiment of the disclosure;

FIG. 11 is a diagram illustrating an example of a relationship betweenthe charging rate of a storage battery and the torque of an in-wheelmotor;

FIG. 12 is a diagram illustrating an example of the map of the secondjerk according to each embodiment of the disclosure;

FIG. 13 is a diagram illustrating an example of a relationship betweenthe temperature and the torque of the in-wheel motor;

FIG. 14 is a diagram illustrating an example of the map of the secondjerk according to each embodiment of the disclosure;

FIG. 15 is a diagram illustrating an example of a relationship betweenthe temperature and the torque of a brake friction material;

FIG. 16 is a diagram illustrating an example of an accelerator pedaloperation amount according to each embodiment of the disclosure;

FIG. 17 is a diagram illustrating an example of an acceleration of thevehicle according to each embodiment of the disclosure;

FIG. 18 is a diagram illustrating an example of the acceleration of thevehicle according to each embodiment of the disclosure;

FIG. 19 a diagram illustrating an example of the acceleration of thevehicle according to each embodiment, of the disclosure;

FIG. 20 is a diagram illustrating an example of an acceleration of avehicle according to a second embodiment of the disclosure;

FIG. 21 is a diagram illustrating an example of the acceleration of thevehicle according to the second embodiment of the disclosure;

FIG. 22 is a flowchart illustrating processing according to the secondembodiment of the disclosure;

FIG. 23 is a diagram illustrating an example of a brake pedal operationamount and an example of an acceleration of a vehicle according to athird embodiment of the disclosure; and

FIG. 24 is a diagram illustrating an example of the brake pedaloperation amount and an example of the acceleration of the vehicleaccording to the third embodiment of the disclosure.

DETAILED DESCRIPTION OF EMBODIM ENTS

A braking force controller according to the disclosure controls a firstactuator unit and a second actuator unit. The first actuator unittransmits a braking force to a wheel via a differential gear. The secondactuator unit transmits the braking force to the wheel withoutintervention of the differential gear The braking force controllercalculates a target jerk that is a target value of a jerk to begenerated in a vehicle when the vehicle is in a coasting state. Thebraking force controller generates a jerk in the first actuator unitwithin a range in which the vehicle is not shocked, and generates a jerkcorresponding to a shortage of the target jerk in the second actuatorunit within a possible range.

First Embodiment

A first embodiment is described below in detail with reference to thedrawings. A speed, an acceleration, a jerk, and the like are representedby signed values under the assumption that a traveling, direction of avehicle is positive.

Configuration

FIG. 1 illustrates a main configuration of a vehicle 1 according to thisembodiment. For example, the vehicle 1 includes a first actuator unit10, second actuator units 20, a differential gear 30, wheels 40, and abraking force controller 100. Each of the first actuator unit 10 and thesecond actuator units 20 can transmit a three to the wheel 40. A forcetransmission path between units is represented by a wide continuousline, and a control signal path is represented by a narrow continuousline.

The first actuator unit 10 includes one or more actuators. For example,in a case of an engine vehicle, the first actuator unit 10 includes anengine, a transmission, and an alternator. In a case of an electricvehicle, the first actuator unit 10 includes a motor or a transmission.In a case of a hybrid vehicle, the first actuator unit 10 includes anengine, a transmission, and a motor. The first actuator unit 10 cangenerate not only a driving force but also a braking force by using, forexample, a line pressure and a mechanical resistance of the engine andthe transmission and a regenerative load of the motor. The driving forceand the braking force generated by the first actuator unit 10 aretransmitted to the wheels 40 via the differential gear 30. As in theillustrated example, one differential gear 30 may be provided and thedriving force and the braking force generated by the first actuator unit10 may be transmitted to two front wheels or two rear wheels out of thewheels 40. Alternatively, two differential gears 30 may be provided forthe front wheels and for the rear wheels and the driving force and thebraking three generated by the first actuator unit f 0 may betransmitted to all the wheels 40 via the differential gears 30.

Each second actuator unit 20 includes one or more actuators. Forexample, the second actuator unit 20 includes either one or both of anin-wheel motor and a service brake, In the illustrated example, thesecond actuator units 20 are provided for all the wheels 40,respectively: if the second actuator unit 20 includes the in-wheelmotor, the second actuator unit 20 can generate a driving force, and canalso generate a braking three by using, for example, a regenerative loadof the in-wheel motor and a frictional resistance of the service brake.The driving force and the braking force generated by each secondactuator unit 20 are transmitted, without intervention of thedifferential gear 30, to the wheel 40 where the second actuator unit 20is provided.

The first actuator unit 10 and the second actuator units 20 can generatethe braking forces by appropriately operating their actuators inresponse to control signals from the braking force controller 100. Basedon the sum of the braking forces generated by the first actuator unit 10and the second actuator units 20, a jerk corresponding to the sum ofjerks indicated by received instruction values is generated in thevehicle The generation of the jerk in the vehicle through the generationof the braking force by the first actuator unit 10 or the secondactuator unit 20 is hereinafter referred to as generation of the jerk bythe first actuator unit 10 or the second actuator unit 20.

In this embodiment, as long as the braking force or the first actuatorunit 10 is transmitted to at least a subset of the wheels 40 via thedifferential gear 30 and the braking force of the second actuator unit20 is transmitted to at least a subset of the wheels 40 withoutintervention of the differential gear 30, the numbers or thosecomponents and their arrangements are not limited, Further, the typesand the numbers of the actuators of the first actuator unit 10 and thesecond actuator unit 20 are not limited.

In the coasting state, the braking force controller 100 controls thefirst actuator unit 10 and the second actuator units 20 to generate the(braking forces and generate a negative jerk in the vehicle 1. FIG. 2 isa diagram illustrating functional blocks of the braking force controller100. The braking force controller 100 includes a target jerk calculationunit 110, a first jerk calculation unit 120, a second jerk calculationunit 130, and a jerk control unit 140. The braking force controller 100may be formed of a processor.

The target jerk calculation unit 110 calculates a jerk to be generatedin the vehicle in the coasting state. The first jerk calculation unit120 calculates a minimum jerk that causes no shock in the vehicle evenif the jerk is generated in the first actuator unit 10. The second jerkcalculation unit 130 calculates a second jerk that is a minimum jerkgenerable k each second actuator unit 20, The jerk control unit 140controls the target jerk calculation unit 110, the first jerkcalculation unit 120, and the second jerk calculation unit 130 togenerate jerks in the first actuator unit 10 and the second actuatorunits 20 in the coasting state.

Processing

FIG. 3 us a flowchart illustrating an example of processing to beexecuted by the braking force controller 100 while a user is driving thevehicle. An example of jerk control by the braking force controller 100is described with reference to FIG. 3 , This processing is executed in astate in which the vehicle 1 can travel by being powered ON.

Step S101: The jerk control unit 140 constantly acquires a user'soperation amount of an accelerator pedal and a user's operation amountof a brake pedal, which are detected by an accelerator pedal sensor anda brake pedal sensor provided in the vehicle 1, respectively. Based onthe acquired operation amount of the accelerator pedal and the acquiredoperation amount of the brake pedal, the jerk control unit 140determines that the vehicle 1 is in the coasting state when the jerkcontrol unit 140 detects that transition is made from a state in whichthe user is operating the accelerator pedal (the operation amount is not0) to a state in which the user is not operating the accelerator pedal(the operation amount is 0) and the user is not operating the brakepedal. (the operation amount is 0).

When determination is made that the vehicle 1 is in the coasting state,the jerk control mitt 140 proceeds to Step S102. When determination isnot made that the vehicle 1 is in the coasting state, the jerk controlunit 140 repeats Step S101, and waits until the vehicle 1 is in thecoasting state.

Step S102: The target jerk calculation unit 110 calculates a target jerkthat is a target value of the jerk to be generated in the vehicle. Thetarget jerk is expected to provide an appropriate deceleration feel tothe user when the vehicle 1 is in the coasting state, and is calculatedby a predetermined method.

Examples of the method for calculating the target jerk are described. Ineach example, there is used a map that defines the target jerk relativeto a vehicle speed in advance, FIGS, 4, 5, and 6 schematicallyillustrate the maps of the respective examples.

In the example illustrated in FIG. 4 , the target jerk decreases as thevehicle speed increases. A specific value can be determined byevaluating the deceleration feel through experiments or the like.

In the example illustrated in FIG. 5 , a drive mode indicating atraveling characteristic specified by the user is taken intoconsideration. If the drive mode is an economy mode in which the vehicletravels at a high fuel efficiency, the target jerk is set larger at thesame speed than that in a normal mode that is a drive mode other thanthe economy mode. For example, the map illustrated in FIG. 4 is regardedas a map in the normal mode. A map in the economy mode in FIG. 5 can begenerated based on values obtained by multiplying the values of thetarget jerk in the map illustrated in FIG. 4 by a positive coefficient αsmaller than 1. For example, if the drive mode is a sport mode in whichthe vehicle travels sportily, the target jerk may be set smaller at thesame speed than that in the normal mode.

In the example illustrated in FIG. 6 , a road gradient is taken intoconsideration. If the road is a downward slope, the target jerk is setsmaller at the same speed than that in a case of a. flat road. Forexample, the map illustrated in FIG. 4 is regarded as a map in the caseof the flat road. A map in the case of the downward slope in FIG. 6 canbe generated based on values obtained by multiplying the values of thetarget jerk in the map illustrated in FIG. 4 by a coefficient β largerthan 1.

If the road is an upward slope, the target jerk may be set larger at thesame speed than that in the case of the fiat road. For example, the mapillustrated in FIG. 4 is regarded as a map in the case of the flat road.A map in the case of the upward slope can be generated based on valuesobtained by multiplying the values of the target jerk M the mapillustrated in FIG. 4 by a positive coefficient γ smaller than 1.

The target jerk may be calculated based an both the drive mode and theroad gradient. For example, the map illustrated in FIG. 4 is regarded asa map in a case of the flat road and the normal mode. A map in a case ofthe downward slope and the economy mode can be generated based on valuesobtained by multiplying the values of the target jerk in the mapillustrated in FIG. 4 by the coefficient α and the coefficient β.Similarly, a map in a case of the upward slope and the economy mode canbe generated based on values obtained by multiplying the values in themap illustrated in FIG. 4 by the coefficient a and the coefficient γ.

The target jerk calculation writ 110 can acquire various types ofinformation for use in the calculation of Ole target jerk from varioussensors or an electronic control unit (ECU) provided in the vehicle 1.In each example described above, the target jerk calculation unit 110acquires information indicating the speed of the vehicle 1, the drivemode specified by the user, or the road gradient. The target. jerkcalculation unit 110 may acquire other types of information for use i.nthe calculation of the target jerk in addition to or in place of thosepieces of information. For example, if a camera or a radar detects thatanother vehicle is present within a predetermined distance ahead of thevehicle, the target jerk calculation nit 110 may acquire informationindicating the detection and calculate a target jerk smaller at the samespeed than that in a case where no other vehicle is present. Accordingto those examples, a target jerk that provides an appropriatedeceleration feel to the user can be calculated depending OD conditionsof the vehicle and its surroundings. The above description isillustrative, and the method for calculating the target jerk is not:particularly limited. As described above, a basic map may be preparedand the respective maps may be calculated through multiplication bydifferent coefficients depending on conditions of the vehicle and itssurroundings. Alternatively, the individual maps may be generated inadvance depending on conditions.

Step S103: The first jerk calculation unit 120 calculates a first jerkthat is a minimum jerk that causes no shock the vehicle 1 even if thefirst jerk is generated in the first actuator unit 10 (jerk having amaximum absolute value in a direction opposite to the travelingdirection of the vehicle 1). For example, the shock is an undesirablephenomenon that deteriorates ride comfort by being perceived by the useras an unintended abrupt acceleration change or vibration when an impulseis instantaneously applied to at least a part of the vehicle 1. Theshock typically occurs in the vehicle 1 due to a phenomenon called gearrattling that occurs in nears constituting the differential gear 30.

FIG. 7 schematically illustrates how the Rear rattling occurs, Thestructure of the differential gear 30 is not limited. In arty structure,a gear 31 provided on the first actuator unit 10 side meshes with a gear32 provided on the wheel 40 side as illustrated in FIG. 7 , In a. stateon the left of FIG. 7 , the first actuator unit 10 generates a drivingforce for the vehicle 1. In the meshing relationship between the near 31and the gear 32 as well, the gear 31 is on a driving side relative tothe gear 32. In FIG. 7 , rotation directions of the gear 31 and the gear32 are represented by arrows, and the driving side is represented by anarrow wider than that of a driven side.

If the driving force generated by the first actuator unit 10 decreasesin the state on the left of 7, the rotation speed of the gear 31decreases, but the rotation speed of the gear 32 is maintained byinertia of the vehicle 1. Therefore, as in the center of FIG. 7 , thegear 31 and the gear 32 are unmeshed, and their tooth flanks areseparated from each other. As in the right of FIG. 7 , the gear 31 andthe gear 32 mesh with each other such that tooth flanks opposite tothose on the left of FIG. 7 are brought into contact with each other.Therefore, the gear 31 is on a driven side relative to the gear 32.

If a negative jerk generated by the first actuator unit 10 is extremelysmall, the impact speed of contact between the tooth flanks increasesand a great impulse occurs between the tooth flanks when the meshingrelationship between the gear 31 and the gear 32 is reversed. As aresult, a shock occurs, If the first actuator unit 10 generates a jerkequal to or larger than the first jerk, the separation of the toothflanks is unlikely to occur. Even if the tooth flanks are separated andthe meshing relationship is reversed, an impulse equal to or larger thana predetermined value does not occur between the tooth flanks, and theshock is suppressed. If the second actuator unit 20 generates a negativejerk while the first actuator unit 10 is generating the jerk equal to orlarger than the first jerk, the rotation speed. of the gear 32 tends todecrease as compared to the case where the negative jerk is notgenerated. Therefore, the separation of the tooth flanks and thereversal of meshing are more unlikely to occur, and the shock issuppressed.

Examples of the method for calculating the first jerk are described. Ineach example, a predefined map is used. FIGS. 8 and 9 schematicallyillustrate the maps of the respective examples.

The example illustrated in FIG. 8 can be used when the first actuatorunit 10 includes a transmission. In this example, the first jerkincreases (the absolute value of the first jerk decreases) as the gearratio of the transmission increases (in a case of a lower gear). Thereason is as follows. As the gear ratio increases, the rotation torqueof the gear 31 increases. Therefore,. a great impulse occurs between thegear 31 and the gear 32 even in a case of a relatively large jerk AS aresult, a shock is likely to occur.

The example illustrated in FIG. 9 can be used when the first actuatorunit 10 includes a water-cooled engine. In this example, the first jerkdecreases (the absolute value of the first jerk increases) as thetemperature of the coolant of the engine increases. The reason is asfollows. As the temperature of the coolant increases, the output torqueof the engine is more stable, and a great rotation torque is unlikely tosuddenly occur in the gear 32. Therefore, a great impulse is unlikely tosuddenly occur between the gear 31 and the gear 32 even in a case of arelatively small jerk. As a result, the possibility of a shockdecreases.

The first jerk may be calculated based on both the gear ratio of thetransmission and the temperature of the coolant of the engine. Forexample, a plurality of maps indicating the relationship between thetemperature of the coolant and the first jerk as illustrated in FIG. 9may be prepared in association with a plurality of different gearratios. Alternatively, a plurality of maps indicating the relationshipbetween the gear ratio and the first jerk as illustrated in FIG. 8 maybe prepared in association with a plurality of different temperatures ofthe coolant. Specific values indicated by the maps can be determined. byevaluating, the shock through experiments or the like.

The first jerk calculation unit 120 can acquire various types ofinformation for use in the calculation of the first jerk from varioussensors or the electronic control unit (ECU) provided in the vehicle 1.In each example described above, the first jerk calculation unit 120acquires information indicating the gear ratio of the transmission orthe temperature of the coolant of the engine.

The above description is illustrative, and the method for calculatingthe first jerk is not particularly limited. If the first actuator unit10 includes another actuator such as a motor, the first jerk calculationunit 120 may calculate the first jerk based on various conditions of theother actuator such as the motor.

If the first actuator unit 10 is used by combining or switchingoperations of a plurality of actuators such as a motor and an engine,the first jerk calculation unit 120 may switch the method forcalculating the first jerk by using, for example, different mapsdepending on operation conditions of the actuators.

For example if the vehicle 1 includes two or more differential gears 30because four or more wheels are driven, the first jerk may be set as aminimum jerk that. causes no shock in each of the differential gears 30.Thus, the first jerk can be calculated as appropriate based on thestructure of the first actuator unit 10.

Step S104: The second jerk calculation unit 1:30 calculates the secondjerk that is a minimum jerk generable by the second actuator unit 20.Examples of a method for calculating the second jerk are describedbelow. 111 each example, a predefined map is used.

FIG. 10 schematically illustrates a map according to one example, Theexample illustrated in FIG. 10 can be used when the second actuator unit20 includes an in-wheel motor,. In this example, the second jerk isdetermined based on the charging rate (SOC) of a battery that isprovided in the vehicle 1 and is charged by regenerated power of thein-wheel motor,

FIG. 11 illustrates an example of a relationship between the chargingrate of the battery and a maximum torque that is a maximum value of atorque generated by a regenerative load. When the charging rate is equalto or smaller than a predetermined value C, the ECU that controlscharging of the battery controls the maximum torque at a relativelylarge constant value in order to obtain a high electric generationefficiency. When the charging rate is larger than the predeterminedvalue C, the ECU controls the maximum torque to decrease in order toreduce the electric generation efficiency as the charging, rateincreases. In conjunction with this relationship, when the charging rateis equal to or smaller than the predetermined value C, the second jerkis a relatively small constant value as illustrated in FIG. 10 . Whenthe charging rate is larger than the predetermined value C, the secondjerk increases (the absolute value of the second jerk decreases) as thecharging rate increases.

FIG. 12 schematically illustrates a map according to another example.The example illustrated in FIG. 12 can be used when the second actuatorunit 20 includes an in-wheel motor. In this example, the second jerk isdetermined based on the temperature of the in-wheel motor.

FIG. 13 illustrates an example of a relationship between the temperatureof the in-wheel motor and a maximum torque that is a maximum value of atorque generable in a decelerating direction. When the temperature fallswithin a predetermined range larger than a first predetermined value θ1and smaller than a second predetermined value θ2, the in-wheel motor issuitably operable, and the ECU that controls an output torque of thein-wheel motor controls the maximum torque at a relatively largeconstant value. When the temperature falls out of this range, the ECUcontra ls the maximum torque to decrease as the temperature deviatesfrom the range in order to protect the in-wheel motor. In conjunctionwith this relationship, when the temperature of the in-wheel motorfalls. within the predetermined range larger than the firstpredetermined value θ1 and smaller than the second predetermined valueθ2 the second jerk is a relatively small constant value as illustratedin FIG. 12 . When the temperature falls out of the predetermined range,the second jerk increases (the absolute value of the second jerkdecreases) as the temperature deviates from the predetermined range. Ingeneral, the in-wheel motors are provided for two or more wheels 40 in abilaterally symmetrical manner. Therefore, the second jerk ispractically set to the sum of minimum jerks generable by the in-wheelmotors,

FIG. 14 schematically illustrates a map according to another example.The example illustrated in FIG. 14 can be used. when the second actuatorunit 20 includes a service brake. In this example, the second jerk isdetermined based on the temperature of a friction material of the brake.

FIG. 15 illustrates an example of a relationship between the temperatureof the friction material of the brake and a maximum brake torque that isa maximum value of generable brake torque. When the temperature is equalto or smaller than a predetermined value θ, the maximum brake torque isa relatively large constant value. When the temperature is larger thanthe predetermined value θ, the friction force decreases and the maximumbrake torque decreases as the temperature increases. In conjunction withthis relationship, when the temperature of the friction material of thebrake is equal to or smaller than the predetermined value θ, the second,jerk is a relatively small constant value as illustrated in FIG. 14 .When the temperature is larger than the predetermined value θ, thesecond jerk increases (the absolute value of the second jerk decreases)as the temperature increases. In general, the service brakes areprovided for two or more wheels 40 in a bilaterally symmetrical manner.Therefore, the second jerk is practically set to the sum of minimumjerks generable by the service brakes.

The second jerk calculation unit 130 can acquire various types ofinformation for use in the calculation of the second jerk from varioussensors or the electronic. control unit (ECU) provided in the vehicle 1.In each example described above, the second jerk calculation unit 130acquires information indicating the charging rate of the battery, thetemperature of the in-wheel motor, or the temperature of the frictionmaterial of the brake.

The above description is illustrative, and the method for calculatingthe second jerk is not particularly limited. If the second actuator unit20 includes another actuator, the second jerk calculation unit 3 maycalculate the second jerk based on various conditions of the otheractuator.

If the second actuator unit 20 is used by combining or switchingoperations of a plurality of actuators such as an in-wheel motor and aservice brake, the second jerk calculation unit 130 ma switch the methodfor calculating the second jerk b using, for example, different, mapsdepending on operation conditions of the actuators. Thus, the secondjerk can be calculated as appropriate based on the strut e of the secondactuator unit 20.

Step S105: The jerk control unit 140 compares the target jerk to thefirst jerk. When the target jerk is equal to or larger than the firstjerk, the jerk control unit 140 proceeds to Step S106. When the targetjerk is smaller than the first jerk, the jerk control unit 140 proceedsto Step S107.

Step S106: In this step, the target jerk is equal to or larger than thefirst jerk. Therefore, the first actuator unit 10 can generate thetarget jerk alone. The jerk control unit 140 instructs the firstactuator unit 10 to generate the target jerk, The engine, thetransmission, or the motor of the first actuator unit 10 is generallyhigher in durability or stability than the in-wheel motor or the servicebrake of the second actuator unit 20 provided for each wheel 40. Byusing the first actuator unit 10 with priority over the second actuatorunit 20 to generate the target jerk, the component of the secondactuator unit 20 having a relatively low durability can be protected,and the jerk can be generated stably. Particularly when a fuel cut forthe>engine of the first actuator unit 10 or electrical regeneration ofthe motor is executed with priority over the use of the service brake ofthe second actuator unit 20, the fuel efficiency can be improved. Then,the jerk control unit 140 proceeds to Step S.101 to wait air thesubsequent start of the coasting state.

Step S107: In this step, the target jerk is smaller than the first jerk.Therefore, the first actuator unit 10 cannot generate the target jerkalone. The jerk control unit 140 instructs the first actuator unit 10 togenerate the first jerk,

Step S108: The jerk control unit 140 compares the target jerk to the sumof the first jerk and the second jerk, When the target jerk is equal toor larger than the sum of the first jerk and the second jerk, the jerkcontrol unit 140 proceeds to Step S109. When the target jerk is smallerthan the sum of the first jerk. and the second jerk, the jerk controlunit 140 proceeds to Step S110,

Step S109: In this step, the second actuator unit 20 can generate a jerkcorresponding to a shortage of the target ,jerk that is caused when thefirst jerk is generated by the first actuator unit 10 in Step S107.Thus, the first actuator unit 10 and the second actuator unit 20 as awhole can generate the target jerk in the vehicle 1. The jerk controlunit 140 instructs the second actuator unit 20 to generate a jerkcorresponding to a jerk obtained by subtracting the first jerk from thetarget jerk as an additional jerk to be added to the jerk generated bthe first actuator unit 10. Then, the jerk control unit 140 proceeds toStep S101 to wait for the subsequent start of the coasting state.

Step S110: In this step, even the second actuator unit 20 cannotgenerate all the jerk corresponding to the shortage of the target jerkthat is caused when the first jerk is generated by the first actuatorunit 10 in. Step S107. However, the lust actuator unit 10 and the secondactuator unit 20 as a whole can generate a possibly minimum jerk in thevehicle 1. The jerk control unit .140 instructs the second actuator unit20 to generate the second jerk as the additional jerk to be added to thejerk generated by the first actuator unit 10, Then, the jerk controlunit 140 proceeds to Step S101 to wait for the subsequent start of thecoasting state.

For example, the jerks may be generated in Steps S106, S107, S109, andS110 within a period required until the acceleration of the vehicle 1reaches a desired negative acceleration. For example, the desirednegative acceleration can be set by using a method similar to that inthe calculation of the target jerk. That is, a target acceleration canbe determined as an acceleration that provides an appropriatedeceleration feel by using, for example, a map prepared depending on thevehicle speed, the drive mode, or the road gradient. Alternatively, thejerks may be generated within a predetermined period, or the period maybe set variably by using a method similar to that in the calculation ofthe target jerk.

If the accelerator pedal sensor or the brake pedal sensor provided inthe vehicle 1 detects a user's operation for the accelerator pedal orthe brake pedal during execution of the processing operations of StepsS102 to S110, the processing is stopped, and the jerk control unit 140proceeds to Step S101. Apart from this processing, another controllerperforms general control on the driving force or the braking force inresponse to the detected operation for the accelerator pedal or thebrake pedal.

Referring to FIGS. 16, 17, 18, and 19 , description is given of how thejerks are controlled through the processing described above. FIG. 16 isa graph in which a horizontal axis represents time and a vertical axisrepresents the accelerator pedal operation amount. FIGS. 17, 18, and 19are graphs in which a horizontal axis represents time and a verticalaxis represents the acceleration of the vehicle 1. The gradient of theacceleration corresponds to the jerk. As illustrated in FIG. 16 , theuser is operating, the accelerator pedal when time t<T0, but stopsoperating the accelerator pedal when time t=T0. In the illustratedperiod, the user does not operate the brake pedal,

FIG. 17 is a graph in a case where the target jerk is equal to or largerthan the first jerk. When time t≤T0, a positive acceleration isgenerated in the vehicle 1 in response to the user's operation for theaccelerator pedal. When the time t falls within a period in whichT0<t≤T1, the first actuator unit 10 generates the target jerk. In FIG.17 , an acceleration corresponding to the first jerk is represented by adotted line, and an acceleration corresponding to the sum of the firstjerk and the second jerk is represented by a dashed line. in thisexample, when time t=T1, the acceleration reaches the targetacceleration, and the first actuator unit 10 stops generating the jerk.When time t the target acceleration is maintained.

FIG. 18 is a graph a case where the target jerk is smaller than thefirst jerk and larger than the sum of the first jerk and the secondjerk. When time t≤T0, the positive acceleration is generated in thevehicle f in response to the user's operation for the accelerator pedal.When the time t falls within the period in which T0<t≤T1, the firstactuator unit 10 generates the first jerk, and the second actuator unit20 generates a jerk corresponding to (target jerk−first jerk).

In FIG. 18 , an acceleration generated by the first actuator unit 10when time t>T0 is represented by a dotted line, and an accelerationcorresponding to the sum of the first jerk and the second jerk when thetime t falls within the period in which T0<t≤T1 is represented by adashed line. In this example, when time t=T1, the acceleration reachesthe target acceleration, and the first actuator unit 10 and the secondactuator unit 20 stop generating the jerks. When time t>T1, the target aacceleration is maintained.

FIG. 19 is a graph in a case where the target jerk is equal to orsmaller than the sum of the first jerk and the second jerk, When timet≤T0, the positive acceleration is generated in the vehicle 1 inresponse to the user's operation for the accelerator pedal. When thetime t falls within the period in which T0<t≤T1, the first actuator unit10 generates the first jerk, and. the second actuator unit 20 generatesthe second jerk.

In FIG. 19 , the acceleration generated by the first actuator unit 10when time t>T0 is represented by a dotted line, and the accelerationcorresponding to the sum of the first jerk and the second jerk when thetime t falls within the period in which T0<t≤T1 is represented by adashed line. In this example, when time t=T1, the acceleration reachesthe target acceleration, and the first actuator unit 10 and the secondactuator unit 20 stop generating the jerks. When time t>T1, the targetacceleration is maintained.

Effects

In this embodiment, the jerks are controlled b setting the target jerkexpected to provide an appropriate deceleration feel. The first actuatorunit 10 configured to transmit the braking force to the wheels 40 viathe differential gear 30 generates the jerk. within the range in whichno shock is caused by the gear rattling in the differential gear 30. Thesecond actuator unit 20 configured to transmit the braking force to thewheel 40 without intervention of the differential gear 30 generates thejerk within a possible range to compensate for the shortage of thetarget jerk. Thus, the appropriate deceleration feel of the vehicle 1can be provided. and the shock can be suppressed at the same time.Accordingly, the ride comfort can be improved.

Second Embodiment

In a second embodiment of the disclosure, the second actuator unit 20 ofthe first embodiment includes an in-wheel motor and a service brake, andthe in-wheel motor is used with priority over the service brake when thesecond actuator unit 20 generates the additional jerk.

In this embodiment, details of the processing operations of Steps S 104,S109, and S110 of the first embodiment are further specified.Description is given of the processing operations according to thisembodiment.

In Step S104, when the second jerk calculation unit 130 calculates thesecond jerk, the second jerk calculation unit 130 calculates a thirdjerk that is a minimum jerk generable by the in-wheel motor, and afourth ,jerk that is a minimum jerk generable by the service brake. Forexample, the method described in the first embodiment may be used as aspecific method for calculating each jerk. The second jerk is determinedas the sum of the calculated third and fourth jerks.

In Step S109, when the jerk control unit 140 instructs the secondactuator unit 20 to generate the jerk corresponding to the jerk obtainedby subtracting the first jerk from the target jerk as the additionaljerk, the jerk control unit 140 compares the additional jerk to thethird jerk.

When the additional jerk is equal to or larger than the third jerk, thein-wheel motor can generate the additional jerk alone. In this case, thejerk control unit 140 instructs the second actuator unit 20 so that thein-wheel motor generates the additional jerk.

When the additional jerk is smaller than the third jerk, the in-wheelmotor cannot generate the additional jerk alone. In this case, the jerkcontrol unit 140 instructs the second actuator unit 20 so that thein-wheel motor generates the third jerk and the service brake generatesa jerk corresponding to a jerk Obtained by subtracting the third jerkfrom the additional jerk.

In Step S110, the additional jerk is the second. jerk equal to the sumof the third jerk and the fourth jerk. Therefore, the jerk control unit140 instructs the second actuator unit 20 so that the in-wheel motorgenerates the third jerk and the service brake generates the fourthjerk.

Referring to FIGS. 20 and 21 , description is given of hog the jerks arecontrolled taking the processing of Step S109 as an example. FIGS. 20and 21 are graphs in which a horizontal axis represents time and avertical axis represents the acceleration of the vehicle 1. The gradientof the acceleration corresponds to the jerk. Similarly to FIG. 16 , theuser is operating the accelerator pedal when time t<T0, but stopsoperating the accelerator pedal when time t=T0, In the illustratedperiod, the user does not operate the brake pedal.

FIG. 20 is a graph in a case where the target jerk is smaller than thefirst jerk and equal to or larger than the sum of the first jerk and thethird jerk. When time t≤T0, the positive acceleration is generated inthe vehicle l in response to the user's operation for the acceleratorpedal. When the time t falls within the period in which T0<t≤T1 is thefirst actuator unit 10 generates the first jerk, and the second actuatorunit 20 generates the jerk corresponding to (target jerk−first jerk) asthe additional jerk by using the in wheel motor.

In FIG. 20 , the acceleration generated by the first actuator unit 10when time t>T0 is represented by a dotted line, the accelerationcorresponding to the sum of the first jerk and the second jerk when thetime t falls within the period in which T0<t≤T1 is represented by adashed line, and an acceleration corresponding to the sum of the firstjerk and the third jerk is represented by a long dashed short dashedline. In this example, when time t=T1, the acceleration reaches thetarget acceleration, and the first actuator unit 10 and the secondactuator unit 20 stop generating the jerks. When time t>T1, the targetacceleration is maintained.

FIG. 21 is a graph in a case where the target jerk is smaller than thesum of the first jerk and the third jerk. When time t≤T0, the positiveacceleration is generated in the vehicle 1 in response to the user'soperation for the accelerator pedal. When the time t falls within theperiod in which T0<t≤T1, the first actuator unit 10 generates the firstjerk, and the second actuator unit 20 generates the third jerk by usingthe in-wheel motor and generates a jerk corresponding to (targetjerk−first jerk−third jerk) by using the service brake. The secondactuator unit 20 as a whole generates the jerk corresponding to (targetjerk−first jerk) as the additional jerk.

In FIG. 21 , the acceleration generated by the first actuator unit 10when time t>T0 is represented by a dotted line, an accelerationgenerated by the first actuator unit 10 and the in-wheel motor of thesecond actuator unit 2.0 is represented by a dashed line, and anacceleration corresponding to the sum of the first jerk and the thirdjerk when the time t falls within the period in which T<t≤T1 isrepresented by a lone dashed short dashed line. in this example, whentime t=T1, the acceleration reaches the target acceleration, and thefirst actuator unit 10 and the second actuator unit 20 stop generatingthe jerks. When time t>T1. the target acceleration is maintained.

Effects

In this embodiment, the appropriate deceleration feel of the vehicle 1can be provided and the shock can be suppressed at the same timesimilarly to the first embodiment. Accordingly, the effect ofimprovement in the ride comfort is attained. Further effects attained inthis embodiment are described below.

The jerk to be generated by the in-wheel motor is obtained by using aregenerative load. Therefore, when the in-wheel motor generates the jerkkinetic energy of the vehicle 1 can be converted into electric energy tocharge the battery. When the service brake generates the jerk, thekinetic energy of the vehicle 1 is lost as frictional heat. In thisembodiment, the second actuator unit 20 generates the jerk by using thein-wheel motor with priority over the service brake. Therefore, theenergy loss of the vehicle 1 can be reduced, and the fuel efficiency canbe improved.

This embodiment reduces the frequency of use of the service brakeincluding a consumable component such as a friction material and havinga relatively low durability. Thus, the We of the component of theservice brake can be prolonged.

As a modification of this embodiment, the second actuator unit 20 mayinclude another actuator in place of or in addition to the service brakeas an actuator other than the in-wheel motor as long as the in-wheelmotor can be used with priority. Alternatively, the second actuator unit20 may include another actuator in place of or in addition to thein-wheel motor if the actuator is used with priority over the servicebrake.

Third Embodiment

In a third embodiment of the disclosure, when the second actuator unit20 generates the additional jerk in the second embodiment, the period ofuse of the service brake is changed depending on a tendency of thelength of a previous foot transfer time of the user. That is, in thisembodiment, the period in which the service brake generates the jerk isdetermined based on the foot transfer time ranging from a timing whenthe user stops operating the. accelerator pedal to a timing when theuser operates the brake pedal through the coasting state of the vehicle1.

In this embodiment, processing of identifying the tendency of the lengthof the foot transfer time is performed in parallel to the processingoperations of Steps S101 to S110. FIG. 22 is a flowchart illustrating anexample of this processing. The processing is described with referenceto FIG. 22 . This processing is executed in the state in which thevehicle 1 can travel by being powered ON.

Step S201: The jerk control Unit 140 sets the value of a counter to aninitial value of 0.

Step S202: The jerk control unit 140 constantly acquires a user'soperation amount of the accelerator pedal and a user's operation amountof the brake pedal, which are detected by the accelerator pedal sensorand the brake pedal sensor provided in the vehicle 1, respectively. Thejerk control unit 140 waits for user's foot transfer. When the foottransfer occurs, the jerk control unit 140 measures the foot transfertime. That is, when the jerk control unit 140 detects that transition ismade from the state in which the user is operating the accelerator pedalto the coasting state in Which the user is operating neither theaccelerator pedal nor the brake pedal, the jerk control unit 140acquires a time of transition to the coasting state. When transition ismade to the state in which the user is operating the brake pedal, thejerk control unit 140 acquires a time of transition to this state. Thejerk control unit 140 determines a difference between the times as thefoot transfer time.

Step S203: The jerk control unit 140 compares the foot transfer time toa predetermined time, When the foot transfer time is equal to or shorterthan the predetermined time, the jerk control unit 140 proceeds to StepS204. When the foot transfer time is longer than the predetermined time,the jerk control unit 140 proceeds to Step S205.

Step S204: The jerk control unit 140 increments the value of the counterby 1. Then, the jerk control unit 140 proceeds to Step S206.

Step S205: The jerk control unit 140 decrements the value of the counterby 1. Then, the jerk control unit 140 proceeds to Step S206.

Step S206: The jerk control unit 140 compares the value of the counterto a predetermined value. When the value of the counter is equal to orlarger than the predetermined, value, the jerk control unit 140 proceedsto Step S207. When the value of the counter is smaller than thepredetermined value, the jerk control unit 140 proceeds to Step S208.

Step S207: The jerk control unit 140 sets a predetermined period T asthe period in which the service brake is used when the second actuatorunit 20 generates the additional jerk. Then, the jerk control unit 140proceeds to Step S202.

Step S208: When the jerk control unit 140 proceeds to this step, thefoot transfer time of the user tends to be longer than that in the casewhere the jerk control writ 140 proceeds to Step S207. In conjunctionwith this tendency, the jerk control unit 140 sets a predeterminedperiod T′ longer than the period T as the period in which the servicebrake is used when the second actuator unit 20 generates the additionaljerk. Then, the jerk control unit 140 proceeds to Step S202.

For example, the execution of the processing described above is startedwhen the vehicle makes transition from a power-OFF state to a power-ONstate, and is terminated When the vehicle is powered OFF. In Step S201,the counter value is initialized only in the first execution in thesecond and subsequent executions, the last counter value in the previousexecution may be used as the counter value instead of initializing thecounter value. Alternatively, the counter value may be initialized oncein every predetermined number of executions, and the last counter valuein the previous execution may be used in the other executions. Thus, thefrequency of initialization of the counter value is not limited. As thefrequency of initialization decreases, the tendency of the foot transfertime of the user over a longer previous period is reflected in thesetting of the period in Step S207 or S208. The timing to executeinitialization may be varied such that initialization is executed inresponse to a change of the user of the vehicle 1.

In this embodiment, details of the processing operation of Step S104 ofthe first embodiment are further specified to be analogous to those ofthe second embodiment. The processing operations of Steps S109 and S110of the first embodiment are partially analogous to those of the secondembodiment, but are changed partially. Description is given of theprocessing operations according to this embodiment.

in Step S104, when the second jerk calculation unit 130 calculates thesecond jerk, the second jerk calculation unit 130 separately calculatesthe third jerk that is a minimum jerk generable by the in-wheel motor,and the fourth jerk that is a minimum jerk generable by the servicebrake. For example, the method described in the first embodiment may beused as a specific method for calculating each jerk. The second jerk isdetermined as the sum of the calculated third and fourth jerks. Theprocessing of this step is analogous to that of the second embodiment.

In Step S109, when the jerk control unit 140 instructs the secondactuator unit 20 to generate the jerk corresponding to the jerk obtainedby subtracting the first jerk from the target jerk as the additionaljerk, the jerk control unit 140 compares the additional jerk to thethird jerk.

When the additional jerk is equal to or target than the third jerk, thein-wheel motor can generate the additional jerk alone. In this case, thejerk control unit 140 instructs the second actuator unit 20 so that thein-wheel motor generates the additional jerk.

When the additional jerk is smaller than the third jerk, the in-wheelmotor cannot generate the additional jerk alone. In this case, the jerkcontrol unit 140 instructs the second actuator unit 20 so that thein-wheel motor generates the third jerk and the service brake generatesthe jerk corresponding to the jerk obtained by subtracting the thirdjerk from the additional jerk. Step S109 is analogous to that of thesecond embodiment up to this phase. The subsequent processing isdifferent from that of the second embodiment.

The jerk control unit 140 causes the service brake to generate the jerkfor the period T or the period T′ set as the period of use of theservice brake, Then, the service brake stops generating the jerk.

In Step S110, the additional jerk is the second jerk equal to the sum ofthe third jerk and the fourth jerk, Therefore, the jerk control unit.140 instructs the second actuator unit 20 so that the in-wheel motorgenerates the third jerk and the service brake generates the fourthjerk. Step S110 is analogous to that of the second embodiment up to thisphase. The subsequent processing is different from that of the secondembodiment.

The jerk control unit 140 causes the service brake to generate the jerkfor the period T or the period T′ set as the period of use of theservice brake. Then, the service brake stops generating the jerk.

Referring to FIGS. 23 and 24 , description is given of how the jerks arecontrolled taking the processing of Step S109 as an example. FIGS. 23and 24 are graphs in which a horizontal axis represents time and avertical axis represents the user's operation amount of the brake pedaland the acceleration of the vehicle 1. The gradient of the accelerationcorresponds to the jerk. Similarly to FIG. 16 , the user is operatingthe accelerator pedal when time t<T0, but stops operating theaccelerator pedal when time t=T0.

FIG. 23 is a graph in a case where the target jerk is smaller than thesum of the first jerk and the third jerk. When time t≤T0, the positiveacceleration is generated in the vehicle 1 in response to the user'soperation for the accelerator pedal. In the example illustrated in FIG.23 , the foot transfer time of the user tends to be relatively short.The jerk control unit 140 sets the period T as the period in which thesecond actuator unit 20 uses the service brake.

When the time t falls within. the period in which T0<t≤T1 correspondingto the period T, the first actuator unit 10 generates the first Jerk.Further, the second actuator unit 20 generates the third jerk by usingthe in-wheel motor and generates the jerk corresponding to (targetjerk−first jerk−third jerk) by using the service brake. Thus, the secondactuator unit 20 as a whole generates the jerk corresponding to (targetjerk−first jerk) as the additional jerk.

When the time t falls within a period in which T1<t≤T2 until the useroperates the brake pedal when time t=T2, the first actuator unit 10generates the first jerk, and the second actuator unit 20 generates thethird jerk by using the in-wheel motor but does not generate the jerk byusing the service brake. When time t≥T2, the service brake generates abraking force based on a user's operation for the brake pedal, and theacceleration further decreases.

In FIG. 23 , an acceleration corresponding to the sum of the first jerkand the third jerk when the time t falls within a period in WhichT0<t≤T2 is represented by a long dashed short dashed line. Further, anacceleration under the assumption that the service brake continues togenerate the jerk When the time t falls within the period in whichT1<t≤T2 is represented by a dotted line.

FIG. 24 is a graph in a case where the target jerk is smaller than thesum of the first jerk and the third jerk similarly to FIG. 23 . Whentime t≤T0, the positive acceleration is generated in the vehicle inresponse to the user's operation far the accelerator pedal. In theexample illustrated in FIG. 24 , the foot transfer time of the usertends to be relatively long unlike the example illustrated in FIG. 23 .The jerk control unit 140 sets the period T′ (>T) as the period in whichthe second actuator unit 20 uses the service brake.

When the time t falls within a period in which T0<t≤T1′ corresponding tothe period T′, the first actuator unit 10 generates the first jerk.Further, the second actuator unit 20 generates the third jerk by usingthe in-wheel motor and generates the jerk corresponding to (targetjerk−first jerk−third jerk) by using the service brake. Thus, the secondactuator unit 20 as a whole generates the jerk corresponding to (targetjerk−first jerk) as the additional jerk.

When the time t fills within a period in which T1′<t≤T2′ until the useroperates the brake pedal when time t=T2′, the first actuator unit 10generates the first jerk, and the second actuator unit 20 generates thethird jerk by using the in-wheel motor but does not generate the jerk byusing the service brake. When time t≥T2′, the service brake generates abraking force based on a user's operation for the brake pedal, and theacceleration further decreases.

In FIG. 24 , an acceleration corresponding to the sum of the first jerkand the third jerk when the time t falls within a period in whichT0<t≤T2′ is represented by a long dashed short dashed line. Further, anacceleration under the assumption that the service brake continues togenerate the jerk when the time t falls within the period in whichT1<t≤T2′ is represented by a dotted line.

In the example illustrated in FIG. 23 , the service brake does notoperate when the time t falls within the period in which T1<t≤T2. In theexample illustrated in FIG. 24 , the service brake does not operate whenthe time t falls within the period in Which T1′<t≤T2′. In those periods,the service brake is not used intendedly even if the target jerk can beachieved by using the service brake. Effects of this setting aredescribed below.

In general, the service brake generates the braking force such that apressure of oil in a cylinder or a pressure of air is increased, thepressure is transmitted for driving to the friction material providedfor each wheel 40 via a brake pipe, and the friction material is pushedagainst a disc or drum provided for each wheel 40. The operationprinciple of the service brake is basically the same in it case wherethe service brake is operated by the second actuator unit 20 and ill aease where the service brake is operated by a user's operation ofdepressing the brake pedal.

In the service brake, the pressure of the oil or the like is controlledin a system in which a force generated by the user's operation for thebrake pedal dynamically and directly transmitted to the oil in thecylinder or the like, a system in which the operation amount of thebrake pedal is detected by the brake pedal sensor and a force that isbased on the detected operation amount is generated by an electriccomponent and transmitted to the oil or the like (brake-by-wire system),or a system using both the systems described above. If at least a partof the force generated by the user's operation for the brake pedal isdirectly transmitted to the oil, or the like, the pressure of the oil orthe like is generated on the brake pedal as a resistance force throughreaction to the transmission of the force. In this case, the resistanceforce to the operation amount of the pedal has different characteristicsbetween a case where the second actuator unit 20 generates the brakingforce by using the service brake at the start of the user's operationfor the brake pedal and a ease where the second actuator unit 20 doesnot generate the braking force by using the service brake at the startof the user's operation for the brake pedal. Therefore, the user'soperation feel for the brake differs between the two cases.

For example, the service brake according to this embodiment is not acomplete brake-by-wire system, and. the resistance force to theoperation amount of the brake pedal has different Characteristics in thecase where the braking force is generated at the start of operation ascompared to the case where the braking three is not generated at thestart of operation.

In this embodiment, the period T or T′ can be set to a value at whichthe period T or T′ is expected to end earlier than the timing of theuser's operation for the brake pedal as in the examples illustrated inFIGS. 23 and 24 by appropriately setting the predetermined time used inStep S203, the predetermined value used in Step S206, and the periods Tand T′ to be set in Steps S207 and S208, and by repeating the processingoperations of Steps S202 to S208. For example, the period T may be setshorter than the predetermined time in Step S203, the period T′ may beset longer than the predetermined time, and the predetermined value maybe set to 0.

In the period T or T′ after the start of coasting, the second actuatorunit 20 can generate the jerk by using the service brake. After anelapse of the period T or T′, the second actuator unit 20 can stopgenerating the jerk by using the service brake before the time when theuser operates the brake pedal, which is predicted based on the tendencyof the previous foot transfer time of the user. Therefore, influence cmthe operation feel obtained when the user depresses the brake pedal canbe reduced even when the second actuator unit 20 generates the jerk byusing the service brake.

Effects

In this embodiment, the generation of the jerk is partially limited ascompared to the first embodiment and the second embodiment, but the jerkis generated within a possible range, Therefore, the appropriatedeceleration feel of the vehicle 1 can be provided and the shock can besuppressed at the same time similarly to the first embodiment and thesecond embodiment. Accordingly, the ride comfort can be improved.Further effects attained in this embodiment are described below.

In this embodiment, the period in which the second actuator unit 20 cangenerate the jerk by using the service brake is limited as describedabove so that the period ends earlier than the time Mien the user isexpected to operate the brake pedal. Thus, even if the resistance forceto the operation amount of the brake pedal has, depending on thestructure of the service brake, different characteristics between thecase where the braking force is generated at the start of operation aridthe case where the braking force is not generated at the start ofoperation and if the second actuator unit 20 generates the jerk by usingthe service brake, the possibility of influence on the operation feel ofthe brake pedal that may lead to user's discomfort can be reduced whenthe user operates the brake pedal after the generation of the jerk.

The period in which the second actuator unit 20 Can generate the jerk byusing the service brake is set based on the tendency of the previousfoot transfer time of the user, Therefore, if the foot transfer timetends to be relatively long, the jerk can be generated by using theservice brake for a relatively long time. Thus, the deceleration feelduring coasting can be obtained more suitably than a case where the jerkis generated by using the service brake for a relatively short time.

There is no limitation op the method for setting the periods T and T′ inwhich the second actuator unit 20 can generate the jerk by using theservice brake. The periods may be set by using various leaningalgorithms as long as a longer period can be set as the previous foottransfer time of the user tends to be longer and the generation of thejerk using the service brake can be terminated before the time when theuser is expected to operate the brake pedal based on the previous foottransfer time to prevent influence on the operation feel of the brakepedal.

For example, when the target acceleration is Set as described in thefirst embodiment and the acceleration of the vehicle 1 reaches thetarget acceleration before the period T or T′ elapses, the generation ofthe jerk may be stopped at this time.

In this embodiment, it is only necessary that the operation period ofthe service brake can be limited based on the tendency of the foottransfer time of the user. The second actuator unit 20 may include theservice brake alone without other actuators, or may include anotheractuator in place of or in addition to the in-wheel motor.

Although the embodiments of the disclosure have been described above,the features of the embodiments may be combined, modified, or omitted asappropriate. The disclosure may be regarded not only as the brakingforce controller but also as, for example, a braking force controlmethod to be executed by one or more computers provided, in the brakingthree controller, a braking three control program, a non-transitorycomputer-readable recording medium that stores the braking force controlprogram, a braking force control system, and a vehicle on which thebraking force control system is mounted.

The disclosure is useful in a braking force controller to be mounted ona vehicle or the like.

What is claimed is:
 1. A braking force controller for a vehicleincluding a differential gear, a first actuator unit configured togenerate a first braking force in the vehicle by transmitting a firstforce to a wheel via the differential gear, and a second actuator unitconfigured to generate a second braking force in the vehicle bytransmitting a second force to the wheel without intervention of thedifferential gear, the braking force controller being configured tocontrol the first and second braking forces, the braking forcecontroller comprising: processing circuitry configured to calculate atarget jerk, the target jerk being a target value of a jerk that isnegative when a traveling direction of the vehicle is defined as apositive direction; calculate a first jerk that causes no shock in thedifferential gear when the first jerk is generated by the first actuatorunit, the first jerk being a minimum jerk when the traveling directionof the vehicle is defined as the positive direction; calculate a secondjerk generable by the second actuator unit, the second jerk being aminimum jerk when the traveling direction of the vehicle is defined asthe positive direction; and control a jerk generated by the firstactuator unit and a jerk generated by the second actuator unit, based onthe calculated target jerk, the calculated first jerk, and thecalculated second jerk.
 2. The braking force controller of claim 1,wherein the processing circuitry is further configured to cause thefirst actuator unit to generate the target jerk when the target jerk isequal to or larger than the first jerk; cause the first actuator unit togenerate the first jerk and the second actuator unit to generate a jerkobtained by subtracting the first jerk from the target jerk as anadditional jerk when the target jerk is smaller than the first jerk andequal to or larger than a sum of the first jerk and the second jerk; andcause the first actuator unit to generate the first jerk and the secondactuator unit to generate the second jerk as the additional jerk whenthe target jerk is smaller than the sum of the first jerk and the secondjerk.
 3. The braking force controller according to claims 2, wherein thesecond actuator unit includes an in-wheel motor and a service brake; andthe processing circuitry is further configured to calculate a third jerkgenerable by the in-wheel motor, the third jerk being a minimum jerkwhen the traveling direction of the vehicle is defined as the positivedirection; cause the in-wheel motor to generate the additional jerk whenthe additional jerk is equal to or larger than the third jerk; cause thein-wheel motor to generate the third jerk when the additional jerk issmaller than the third jerk; and cause the service brake to generate ajerk obtained by subtracting third jerk from the additional jerk.
 4. Thebraking force controller according to claim 1, wherein the processingcircuitry is further configured to calculate the target jerk based on avehicle speed.
 5. The braking force controller according to claim 4,wherein the processing circuitry is configured to calculate the targetjerk based on at least one of a drive mode and a road gradient, thedrive mode indicating a traveling characteristic specified by a user. 6.The braking force controller according to claim 1, wherein the firstactuator unit includes at least an engine; and the processing circuitryis further configured to calculate the first jerk based on at least atemperature of a coolant of the engine.
 7. The braking force controlleraccording to claim 1, wherein the first actuator unit includes at leasta transmission; and the processing circuitry is further configured tocalculate the first jerk based on at least a gear ratio of thetransmission.
 8. The braking force controller according to claim 1,wherein the second actuator unit includes an in-wheel motor; and theprocessing circuitry is further configured to calculate second jerkbased on at least one of a charging rate of a battery and a temperatureof the in wheel motor, the battery being charged by regenerated power ofthe in-wheel motor.
 9. The braking force controller according to claim1, wherein the second actuator unit includes a service brake; and theprocessing circuitry is further configured to calculate the second jerkbased on a temperature of a friction material Of the service brake. 10.The braking force controller according to claim 1, wherein the secondactuator unit includes a service brake; the service brake is configured.such that a resistance force to an operation amount of a brake pedalwhen the second braking force is generated at a start of an operationhas a characteristic different from a characteristic of a resistanceforce to the operation amount of the brake pedal when the second brakingforce is not generated at the start of the operation; and the processingcircuitry is further configured to measure a foot transfer time rangingfrom a start of a coasting state 1w a user to the start of the operationo the brake pedal by the user, and determine, based on the measured foottransfer time, a period in which the jerk is generated by using theservice brake.
 11. A vehicle, comprising: a differential gear; a firstactuator unit configured to generate a first braking force in thevehicle by transmitting a first force to a wheel via the differentialgear; a second actuator unit configured to generate a second brakingforce in the vehicle by transmitting a second force to the wheel withoutintervention of the differential gear; and a braking force controllerconfigured to control the first and second braking forces, wherein thebraking force controller is further configured to calculate a targetjerk, the target jerk being a target value of a jerk that is negativewhen a traveling direction of the vehicle is defined as a positivedirection; calculate a first jerk that causes no shock in thedifferential gear when the first jerk is generated by the first actuatorunit, the first jerk being a minimum jerk when the traveling directionof the vehicle is defined as the positive direction; calculate a secondjerk generable by the second actuator unit, the second jerk being aminimum jerk when the traveling direction of the vehicle is defined asthe positive direction; and control a jerk generated by the firstactuator unit and a jerk generated by the second actuator unit, based onthe calculated target jerk, the calculated first jerk, and thecalculated second jerk.
 12. The vehicle according to claim 11, whereinthe braking force controller is further configured to calculate thetarget jerk based on a vehicle speed.
 13. The vehicle according to claim12, wherein the braking force controller is further configured tocalculate the target jerk based on at least one of a drive mode and aroad gradient, the drive mode indicating a traveling characteristicspecified by a user.
 14. The vehicle according to claim 1, wherein thefirst actuator unit includes at least an engine; and the braking forcecontroller is further configured to calculate the first jerk based on atleast a temperature of a coolant of the engine.
 15. The vehicleaccording to claim 11, wherein the first actuator unit includes at leasta transmission; and the braking force controller is further configuredto calculate the first jerk based on at least a gear ratio of thetransmission.
 16. The vehicle according to claim 11, wherein the secondactuator unit includes an in-wheel motor; and the braking forcecontroller is further configured to calculate the second jerk based onat least one of a chairing rate of a battery and a temperature of thein-wheel motor, the battery being charged by regenerated power of thein-wheel motor.
 17. The vehicle according to claim 11, wherein: thesecond actuator unit includes a service brake; and the braking forcecontroller is further configured to calculate the second jerk based on atemperature of a friction material of the service brake.
 18. The vehicleaccording to claim 11, wherein the second actuator unit includes aservice brake; the service brake is configured such that a resistanceforce to an operation amount of a brake pedal when the second brakingforce is generated at a start of an operation has a characteristicdifferent from a characteristic of a resistance force to the operationamount of the brake pedal when the second braking force is not generatedat the start of the operation; and the braking force controller isfurther configured to measure a foot transfer time ranging from a startof a coasting state by a user to the start of the operation or the brakepedal by the user, and determine, based on the measured foot transfertime, a period in which the jerk is generated by using the servicebrake.
 19. A method for controlling braking forces of a vehicleincluding a differential gear, a first actuator unit configured togenerate a first braking force in the vehicle by transmitting a firstforce to a wheel via the differential gear, and a second actuator unitconfigured to generate a second braking force in the vehicle bytransmitting a second force to the wheel without intervention of thedifferential gear, the method comprising: calculating a target jerk, thetarget jerk being a target value of a jerk that is negative when atraveling direction of the vehicle is defined as a positive direction;calculating a first jerk that causes no shock in the differential gearwhen the first jerk is generated by the first actuator unit, the firstjerk being a minimum jerk when the traveling direction of the vehicle isdefined as the positive direction; calculating a second jerk generableby the second actuator unit, the second jerk being a minimum jerk whenthe traveling direction of the vehicle is defined as the positivedirection; and controlling a jerk generated b the first actuator unitand a jerk generated by the second actuator unit based on the calculatedtarget jerk, the calculated first jerk, and the calculated second jerk.20. The method according to claim 19, wherein the method furthercomprises: causing the first actuator unit to generate the target jerkwhen the target jerk is equal to or larger than the first jerk; causingthe first actuator unit to generate the first jerk and the secondactuator unit to generate a jerk obtained by subtracting the first jerkfrom the target jerk as an additional jerk when the target jerk issmaller than the first jerk and equal to or larger than a sum of thefirst jerk and the second jerk; and causing the first actuator unit togenerate the first jerk and the second actuator unit to generate thesecond jerk as the additional jerk when the target jerk is smaller thanthe sum of the first jerk and the second jerk.